Penter



(No Model.)

J. E. CARPENTER; VALVE FOR AIR BRAKES.

No. 606,513. Patented June`z8,1898.

llrrE .VALVE FOR Alfa-BRAKES.

SPECIFICATION forming part of Letters Patent No. 606,513, dated J une28, 1898.

Appiic'aion ma nach 13, 1892.

T0 ctZZ 107mm/ if; Indy cm1/00772,.-

Beit known that I, JESSE FAIRFIELD CAR- PENTER, a citizen of the UnitedStates, resi-ding at Washington, in the District of Columbia, haveinvented a certain new and `useful Improvement iny Valves forAir-Brakes, of which the following is a full, clear, andexactdescription.. 1

The mainobject of this invention is to pr0` vide a quick-acting valvefor air-brakes for railway-trains.

The invention consists in combining with an ordinary automatictriplevalve another valve Inechanism which is responsive tojthe pressures inthe trainpipe and in the reservoir under certainconditions and is at alltimes independent of any movement of the triple valve proper, all as Iwillproceed now more particularly to set forth and' inally claim.

In the accompanying drawings, illustrating my invention, in the twofigures of which like parts are similarly designated, Figure l is alongitudinal section; and Fig. 2 is a crosssectional elevation takensubstantially inthe plane of line 0c fr, Fig. l.

The triple valve may be of the ordinary automat-ic type, consisting ofthe casing a, ypis-` ton b in chamber c,1 piston-rod cZ, having thecollars CZ Z2 to work the slide-valve e, which controls thecylinder-port f and exhaust-port g, the valve-Spring `e'the"reservoirconnecf tion ZL, and train-pipe' connection The train-pipe 'pressurepasses through the'channel Z into the cylinder c and moves the piston tothe position shown in Fig.` l, thereby letting air into the auxiliaryreservoir through channel j and exhausting the brake-cylinder. Uponreduction of the train-pipe pressure the reservoir-pressure forces thepiston in the opposite direction, closes the exhaustgand openscommunication between the auxiliary reservoir and brake-cylinder, all asusual.

I prefer to x to the triple-valve casing the casing 7a of my independentquick-actingvalve mechanism and to provide therein the chamber Z andnipple m for connection with the train-pipe, and this chamber Z opensinto the channel t'. rlhe chamber Z is divided by a flexible diaphragmn, having afiixed a saddle or yoke 0, in which is arranged a Valve 2J,controlling a duct q, which communicates 'Sam No. 425,411." (No man.)

directly or else indirectly `through checkvalve r with thebrake-cylinder. This duct projects as anose into the pressure-chamberZ.` The valve p is normally seated by spring `aand suitable guides,substantially as shown att and u, may be employed for the diaphragm andvalve p, respectively. The check-valve i" may be provided also with theseatingspring ci, arranged around a lug rD of the screwcap o2. Y

The chamber above the diaphragm n is in the tripleivalve casing and isin communication with the auxiliary reservoir by an independent duct orpipe a', or it may be supplied Otherwisewith' pressure to cause it t0 beresponsive to the pressure belowit.

` The operation of my quick-acting valve is as follows: The diaphragmissuspended in equilibrium. Any slight reduction of pressure in thetrain-pipe to apply the brake will be ba lanced by the spring s, and thevalve p will remain closed; but a further or considerable re duction ofpressure in the train-pipewill result in the auxiliary-reservoirpressure predominating, and hence acting upon the upper face of thediaphragm and causing it to descend and open the Avalve p, which willlet in the train-pipepressure through the duct q. This pressure `willopen the valve o" if it be employed, and the air will pass from the ductq directly to the brake-cylinder. Upon restoration of pressure in thetrain-pipe l[he valve 2J will seat and close the duct, and the check`valver will seat also. By this arrangement pressure from the train-pipeor main reservoir may be used inladldition to pressure from theauxiliaryreservoir for setting the brakes.

I avoid the use ofpstufling-boxes, doubleseated valves,and othercomplications for controlling the through-passage from the trainpipe tothe brake-cylinder by means of the` projection of the duct q into thechamber Z, and holding its valve seated by a yoke or saddle whichstraddles Such duct,and itself is sus pended from the diaphragm, andthese peculiar `features of construction Ideem a new and valuableportion of my invention.

It will be observed that this quick-acting valve is wholly independentof any movement of the triple valve, and this also isoriginal with me inthis form.

The casings a and 7s, when united substanm IOO tially as shown in thedrawings, constitute practically a single body or shell in which boththe triple Valve and the quick-acting Valve are located and are readilyaccessible.

"What I claim is l l. In a fluid-pressure brake, the combination with atriple-valve mechanism, of a quickacting-Valve mechanism consisting of apiston or diaphragm exposed on one side to auxiliaryreservoir pressureand on the other to trainpipe pressure, a Valve operated by said pistonor diaphragm, and a passage from the trainpipe to the brake-cylindercontrolled by the said Valve, the two valve mechanisms being located ina casing common to both, substantially as described.

2. In a duid-pressure brake, the combinai tion with a triple-valvemechanism,of a quickacting-valve mechanism consisting of a piston ordiaphragm exposed on one side to auxiliaryreservoir pressure and on theother to trainpipe pressure, a Valve operated by said piston ordiaphragm, a passage from the train-pipe to the brake-cylindercontrolled by said valve, and a check-Valve in said passage, the twoValve mechanisms being located in a casing common to both, substantiallyas described.

, air-brakes the combination with an ordinaryV Y triple valve, of thechamber into which the train-pipe enters, a duct projecting into suchchamber, a Valve seating in the mouth of such duct, a saddle or yoke inwhich such i Valve is arranged, and a diaphragm always open toauxiliary-reservoir pressure and from which diaphragm such valve issuspended, the said Valve and diaphragm operating in- I dependently ofany movement of the ordil nary triple valve, substantially as described.Y pendent of any movement thereof, and a body 3. A quick-acting-Valvemechanism for airbrakes, comprising a diaphragm suspended in a chamberopen on one side of such diaphragm to the train-pipe pressure', and onthe other to the auxiliary-reservoir pressure, and movable only under anabnormal reduction of pressure in the train-pipe, a duct leading fromthe train-pipe side of the diaphragm to the brake-cylinder, and a Valveoperated by the diaphragm for controlling the said duct, in combinationwith a triple valve and indeor shell common to the two valves,substantially as described.

4. A quick-acting-Valve mechanism forairbrakes, comprising adiaphragm'suspended in a chamber open on one'side of such diaphragm tothe train-pipe pressure, and on the other to the auxiliary-reservoirpressure, and

movable only under an abnormal reduction of pressure in the train-pipe,a duct projecting into the chamber and leading from the train-pipe sideof the diaphragm to the brakecylinder, a Valve suspended from the dia- 4phragm and operated by the diaphragm for controlling the said duct, anda check-valve in said duct seating with the exhaust from thebrake-cylinder, combined with the triple valve, and a body or shellcommon to and inclosing the triple valve and the quick-acting Valve,substantially as described. 5. The combination with an ordinaryautomatic triple Valve, ofa quick-acting-Valve mechanism, and a body orshell common to both, said quick-acting Valve comprising a diaphragmsuspended in a chamber which is made in said body or shell and open onone side of such diaphragm to the train-pipe presair-brakes thecombination of the chamber into which the train-pipe enters, a ductprojecting into such chamber, a Valve seating v in the nouth of suchduct, and a diaphragm always open to auxiliary-reservoir pressure andfrom which diaphragm said valve is suspended, substantially asdescribed.

7. Ina quick-acting-Valve mechanism for 8. In a vquick-acting-valvemechanism for j air-brakes the combination of the chamber into which thetrain-pipe enters, a duct projecting into such chamber, a valve seatingj in-the mouth of such duct, a saddle or yoke j in which such Valve isarranged, and a diafphragm always open to auxiliary-reservoir pressurefrom which diaphragm said saddle lor yoke is suspended, substantially asdescribed.

sure, and on the other to the auxiliary-reser- IOO , In testimonywhereof I have hereunto set g my hand this 17th day of March, A. D.1892.

J. FAIRFIELD CARPENTER.

Witnesses:

WM. H. FINOKEL, EDWIN A. FINCKEL.

